Excess-brake-cylinder-pressure-control mechanism.



w. c. WEBSTER. EXCESS BRAKE CYLINDER PRESSURE CONTROL MECHANISM. Y

I APPLCATION FILED IUNE19 5H5- 1,25@,l 1 1 a Patented Dec. 11, 1917,

' 2 SHEETS-SHEET l.

'M] v z 5&0 p 12 w.-'c. WEBSTER. EXCESS BRAKE CYLINDER PRESSURE CONTROL MECHANISM.

' APPLICATION FILED JUNE 19, I915.

Patented Dec. 11, 1917.

2 SHEETSSHEET 2.

in/awe;

Maw/565w ILLIS W B BO. miner "ma num;

I Ta all whom i ay on e *Be it known that I, VYiLLIs C. Wha

acitizenof the United $tates, residing' at DUbOiS, in the county of Clearfield and State of Pennsylvania haveim'ented certain new 1 and usefullmprovements in Excess-Brake- Cylinderalressujre-Control Mechanisms, of which the following is a specif cation.

My present invention relates toneW and useful improvements in or, attachments; for

triple valves in fluid pressure brake systems,

the primary object of my invention being the provisionof a device. for controlling ex cess brake cylinder pressure. More particularly, this, application constitutes. a. di-

vision of acopending application for a triple valve, filed by me- May 28, 1914 and bear: ingjthe Serial No. 8fl,91;8.

This invention comprehends the provision .01 a mechanism whereby the engineer of a train may .With a very slight reduction of sure has been to increase the train line press train. line. pressure, obtain any desired; pressure in the brake cylinders of the train. Heretofore, this has, at times, been accomplished by theemployment o. i:;supp lementalreservoirs connected to the auxiliary reservoirs to increase their volume in order that a greater volume ofair 011 Otherfluid would be adinitted to the brake cylinders upon anygiven train line reduction. This method has been;-. found unsatisfactory,- due to the fact that the supplemental reservoirs increase the fluidvolume ofthe brake system to such an extentthat-oftentimes the train line, auxiliary reservoirs andsupplemental reservoirscannot be properly built up JoetWeen service applications of the "brakes.

This-is particularly true vvhen opera-ting a train .in mountainous country. Where frequent brake applications-are commonly required. In this connection, one of the chief objects of my present invention consists in providing for excess pressure in thejbrake cylinders ithout increasingthe fluid vol.- uine of the brake system an d 'WithOllgtherefore, increasing the length of time required torecharge the system after release of the.

brakes.

Another method sometimes employed to obtain. umisuallyfhigh. brake cylinder pressure. above normaland to depend upon :un-

usually heavy train. line reductions, butthis method again, in eifect, n ereases the volume of the system as all pressurevented from the train line must be again built up in order nxcEss-B tAK- E-cyLinnnnfrnnssunncoNrnop ECHANISM; .5

p p s ec f cation of Letters Patent. -Applicatio1r filed June 19, 1915.; ,S erial'No. 35,054,

Pa nted to. release the ibralgesr Frequently after a I ie u us llyh avy. edi tiqn the en:

ir y m w lleq a ize an re der it ne tKelly. mme e: bta n releas t e rakes.v Y r A. t lfiurtl ri bi t ofimy, Plten' Qin-Q en the e r censif ts in 1 d ing a:

m c ani m f r qpntr ll eg excess .sf ure the r e lin r and or i 'ne yir ai res ur whi hnill op rat l no the" st. s gh tra l ne. redu 'ti a d White;

n fact; w ll give 'a' gr ate exc ss P ess re h brake i'lied vpon a s ht e neme h n. 190. ah e r diwt o rak a the re end tthe'tr'ain un es ah e y redi stio ha en mad -1.1 Oder o e er me hi if ta. l a1sQ hrQvi-de me n flier in urinslr l ase 1 'fi el'bli ke p n the. irstsllght r se in main ne/Pres sure- 1 .orq th tl m t lize smal we ne edmtmstor a ply ng the bra es. ifre? spective of' the'length of the cally imposslble, With the types oftriple alve ew n u e @Q I obtain re eai ieefl t' w ll fceurs be anparei fltha th amountof pressure in the cylinders,

w i h be d iredrqin' xces the netmil k i jds i ressur if r giv n e s c qn, Wi vary w h o ltwm tar se d pe dlnesnen the-diame e at the readers:

ther object ofmy inventionfconsists in providing 'an lexcess brake cylinder control me anism hi hsmey be adii e d to mee h se ar n r quirement 1170 n t n e. if the country is mountainousfthe control: ine m ch ni m ma be a ju t d an etc a to ive ny d ir d @Xi e l rWh if me. o th c r lare i x pt mially been oaded a d ot e me elybadlqlte hi su l c city, h e rs l i. e m h is e cars, may. be. se to upon the heavily loaded I i give a considerable excess. brake cylinder Pressur nd th e hanism up n the no mally. loaded cars set to. give. aflo'yger excess.

rake y i der Pre sure J ,Int 0 lI Q it il h -apparent t a wh elwhe ra e-i tma 1iee an ne 116M111 eammate oaded and a y t] t n":-

he dlisamir d minsmad Oi;loaded.

and empty-cars, it Would be detrimental apply. the nek s u er ssess et res ur upon the empty cars although he leaded cars.

. excess Pre s re woul e iii te eo s rxiii-29 it A innther object .of my" inyention, the re;

fore, consists in providing the excess brake cylinder pressure control mechanism with a cut off cock, whereby the mechanism may be cut out upon the empty cars and the brakes of such cars operated at normal brake cylinder pressure.

A still further object of my present invention consists in the provision of a mechanism for securing excess pressure in the brake cylinders of such a character that it will only operate with train line pressures above normal, thereby permitting the handling of the car in the usual manner with normal train line pressure, except at such times when the excess pressure may be needed. By making the operation of my excess pressure control mechanism dependent upon train line pressure, it will be clear that the engineer may control the operation of the various mechanisms upon all the cars without leaving the cab of his locomotive, merely by adjusting the feed valve which controls the supply of air or other fluid from the main reservoir to the train line.

' As excess brake cylinder pressure is usu ally desired only with exceptionally heavily loaded cars or with trains operating in a mountainous country, it will be apparent that at the time such pressure is desired, it is also desirable to be able to secure a relatively quick application of the brakes and for this reason, a still further object of my invention consists in so arranging the control mechanism' that in its operation it will cause a serial venting of the train line and consequent quick application of the brakes throughout the length of the train.

I further comprehend the provision of a mechanism of the above described character which shall be automatic in its operation, simple and economical in construction and which may be formed as an integral part of the triple valve or as an attachment applicable to triple valves of standard type, with but slight modifications in the valve structure.

With these and other objects in View, my invention will be more fully described, illustrated in the accompanying drawings, and then specifically pointed out in the claims which are attached to and form a part of this application.

In the drawings:

Figure 1' is a vertical, central sectional view taken through my improved excess brake cylinder pressure control mechanism, the slide valve and allied parts of .a triple valve being also shown in transverse section I I o Flg. 21s a top plan view of the controlling mechanism Fig. 3 1s a diagrammatic view of the control mechanism and such parts of the air brake system as are necessary to disclose its operation, the system being here shown in release position;

Fig. l is'a view s1m1lar to Fig. 3, but

illustrating the system in service position.

Corresponding and like parts are referred to in the following description and indicated in all the views of the accompanying drawings by the same reference characters.

For the sake of clearness I have illustrated my excess brake cylinder pressure control mechanism as inclosed in a casing 10 formed integrally with the slide valve portion of a triple valve casing 11 connected in the usual manner to an auxiliary reservoir 12. It will be understood, however, that if the device is to be applied to triple valves now in use, the casing 10 will be formed as-a separate casing and it and the casing of the triple valve will be cored to provide for proper communication between the 'two when the casing of the excess brake cylinder pressure control mechanism is attached to that-of the triple valve, these changes being well within the skill of the average mechanic. For the sake of simplicity, have illustrated only such portions of the triple valve as are essential to the understanding of the operation of my improved excess brake cylinder pressure control mechanism and the auxiliary reservoir venting valve which cooperates with it and only such of the ports and passages of the slide valve seat, slide valve and graduating valve as are necessary to a perfect comprehension of my present invention. 7

Although my excess brake cylinder pres sure control mechanism is primarily in tended for use with an improved triple valve of the type disclosed in my previously referred to applicatiomthe ports and passages illustrated in the present case are, with the exception of such new ones as are necessitated by the addition of the mechanisms constituting my present invention, those of a conventional triple valve in order that the construction and operation of my excess brake cylinder pressure controlling mechanism may be disclosed with the greatest possible clearness and simplicity.

The triple valve is provided with the usual slide valve chamber 13 communicating atone end with the auxiliary reservoirjand at its other end with the chamber of the piston, the stem of which is shown at 14 as engaging the slidevalve l5 and graduating valve 16. As is usual, the slide valve 15 is movable over the valve seat 17 formed in the valve seatbushing 18, while the graduating valve 16 is movable over the upper face of the slide valve 15.

The casing 10 of my excess brake cylinder pressure control mechanism is preferably cylindrical in shape with an open lower end and with a frusto-conical seat forming an opening 19 in its upper end. A frusto-coniwith a diametrically formed passage 26 and -with an axial passage '27 communicating with the intermediate portion of the passage 26 and opening through the lower end of the valve 20 in such a manner that fluid passing through the valve seat or bushing 23 may enter the passage 26 of the cut-oil valve 20.

The cut-01f valve 20 is provided at its upper outer end with a squared stem 28'to receive an operating handle 29, the head portion 30 of which is formed with laterally directed stops 31'disp0sedat substantially 90 to each other and engageable with a stop lug 32 projectingfrom the upper end of the casing 10.-

It willtherefore be clearlthat turning movement of the valve '20 is limited to-90 and that inone extreme limit of movement of the valve handle, the valve will be opened and in the other extreme limit of movement, the

valve will be closed, these positions being termed the cut in and out positions of the valve 20 which, in effect, constitutes a cut-off cock by means of which my excess brake cylinder pressure control mechanism maybe thrown in and out of operation upon the individual cars. i

The casing 10 is formed'inte'rmediate its length with an annular shoulder 33 to seat the peripheral edge of a diaphragm 34 which is securely held against the shoulder by a clamping ring 35 engaging the lower face of the diaphragm and held in such engagement by an inner cap or bonnet 36 threaded into the open lower end of the casing. This diaphragm carries a valve 37 which coiiperates withthe valve seat 23 and extending below the diaphragm is the valve stem 38 which reciprocate-s through an adjusting plug 39 threaded in the cap or bonnet 36 and secured in adjusted position by alock nut 40. 1

A helical spring 41 engages the adjusting plug 39 and diaphragm34 and it will there'- fore be clear that by proper'adjustment of this spring by the plug 39, the'diaphragm' may be supported to withstand any desired pressure in the chamber 42 above it. An outer cap or bonnet 43 closes the lower end of thecasing 10, a suitable packing ring;or gasket 44 being exposed between it and the casing in order to insure a fluid tightjoint. As shown, the inner cap or! bonnet 36 is formed with equalizing passages 45 in order that the space between the inner and outercaps and the space between the inner cap and diaphragm 34 may constitute a single chambenimlicated by -t-he' numeral 46.

The wall of the casing 10 is cored to provide a passage 47 leading from the chamber 46 to thevalve'20 and adapted, in cut in position of the valve, to communicate with its passage 26 and so with a passage 48 cored through that portion of the casing connecting the triple'valve and controlling valve. This passage 48v leads to the brake cylinder, as illustrated diagrammatically in Figs. and 4 of the drawings. As a matter of fact, this passage, as. a rule, communicates with the brake cylinder indirectlythrough the various ports and passages of the slide valve employed in transmitting fiuid from the auxiliary reservoir to the brake cylinder, but these ports and passages form no part of the present invention' and I have not deemed it necessary, therefore, to illustrate the triple valve structure in such detailasto show= them and have shown a direct connection between this passage 48 and brake cylinder in the diagrammatic views in order-to simplify the disclosure of my invention. The casing is also cored to provide a passage 49 com-. municating at one end w th the chamber 42 above the diaphragm 34 and atits other end with a port 50 formed in the slide valve seat 17 and in transverse alinement with a second port 51 alsoformed in the seat and communicating with a passage 52 leading'to the usual check valve 53 from which leads the train line 54.

The slide valve 15 is formed with a longitudinal passage '55 opening. at one end into a cavity 56 formed in the upperfiface of the alve and at its other end into a cavity 57 formed in the'lower face of the valve. In

release position, the graduating valve 16 laps the cavity. 56, while upon the first movement of the triple valve, to service position, the graduating valve uncovers this, cavity. The cavity 57 is adapted to register with a port 53 formed in the valve seat when the slide valve is in service position and a pas sage 59 leads from this port to the passage 48 and so to thebrakecylinder 60. Aport 61,-

formed transversely of the slide valveseat, communicateswith a passage 62 lGiLClll'lgtO,

the atmosphere and the slide valve is provided in its lower face with a cavity 63:

adapted; in release position of the slide valve, to establish communication between the ports 58 and 61'. Furthermore, theslide valve is formed in'its lower face with a substantially T-shaped cavity 64-adapted in release'position of the slide valve, to establish communication between the portsw50- and 61 and. inservice position ofv the valve to establish communication between the ports 50 and 51. V

. (lo-acting with the above described triple valve and. excess brake. cylinder wpressurecontrolling mechanism,-is a device for venting auxiliary reservoir pressure which is more fully illustrated and described in my previously referredfto-application for a triple valve and also in a divisional application of the triple valve, specifically covering it, filed by me June 19, 1915, and bearing the Serial No. 35055. For this reason I have illustrated it in the present case only diagrammatically as such is a suiiicient showing to bring out its operation and coaction with my excess brake cylinder pressure controlling mechanism. This auxiliary reservoir venting device includes a valve casing 65 having a passage 66 leading from one end to the auxiliary reservoir and a passage 67 leading from its opposite end to the passage 49 and so to the port 50 in the slidevalve seat. This valve casing 65 is provided intermediate its length with an atmospheric vent passage 68 and the space within the casing is divided into two chambers 69 and 70 by a diaphragm 71, this diaphragm extending across the casing between the passage. 67 and atmospheric vent passage 68.

he casing is further provided, between the atmospheric vent passage 68 and passage 66, with a valve seat 72 co-acting with which is a valve 73 which controls passage of fluid from the chamber 70 to the atmospheric passage 68. This valve is normally held to its seat by a relatively light helical spring 7 4 and is adapted to be opened ,by excess pressure in the chamber 69 over that in the chamber 70, due to the connection of the stem 7 5 of the valve to the diaphragm 71. As will be noted, the lower face of the diaphragm 71, exposed to the pressure in the chamber 69, is equal in area to the upper face of the valve 7 3 exposed to pressure 111 the chamber 70 and only such excess of pressure in the chamber 69 over that in the chamber 70 as is equal to the spring 74 is necessary to cause the opening of the valve 75 and consequent venting of auxiliary -res ervoir pressure through the passage 66, chamber 70 and atmospheric vent passage 68.

In describing the operation of my present invention I Wlll assume that the relative volumes of the auxiliary reservoir and brake cylinder are such that, leaving the excess brake cylinder pressure controlling mechanism out of the question, and considering the train line pressure to be seventy pounds, a live pound reduction in train line pressure will result in a pressure in the brake cylinder of approximately twelve and one-half pounds. Under these conditions I ordinarily adjust the tension of the spring 41 in such a manner that it will exert a pressure against the diaphragm 34 of substantially fifty-two to fifty-three pounds in or der that when the chamber 42 is subjected to the reduced train line pressure of sixty-five pounds, the under face of the diaphragm 34 will be subjected to substantially the same pressure, due to the added pressures of the spring 41 and the back pressure from the brake cylinder 60 through the passages 47 and 48, under which circumstances, the valve 37 will remain closed.

Referring more specifically to Fig. 3 of the drawings, it will be seen that when the triple valve isin release position, assuming that the cut-off cook 20 is in open or cut in position, the pressure chamber 42 will be opened to the atmosphere through the passage 49, port 50, cavity 64, port 61 and passage 62, while the pressure chamber 46 will also be opened to the atmosphere through the passage 47, cutoff cook 20, passage 48, passage 59, port 58, cavity 68, port 61 and passage 62 and the brake cylinder will be opened to the atmosphere through the passage 59, port 58, cavity 63, port 61 and pas- 62. The chamber 70 of the auxiliary reservoir venting valve will, at this time,

be subject to auxiliary reservoir pressure through the passage 66, while the chamber 69 of such valve will be open to the atmosphere through'the passage 67, passage 49, port 50, cavity 64, port 61 and passage 62-. There will, therefore, be auxiliary reservoir pressurein the chamber 7 O of the auxiliary reservoir venting valve, atmospheric pressure in. the chamber 69 of the same valve and atmospheric pressure in the chambers 42 and 46 of the excess brake cylinder pressure control valve and in thebrake cylinder 60.

Assuming now that with atrain line pressure of seventy pounds the engineer operates his brake valve to secure afive pound trainline reduction, it will be clear that the triple valve piston will move to service position, carrying with it the slide valve and graduating valve,

the movement of the graduating valve, as

usual, being such as to open the port 56. Under these condltions, auxiliary reservoir air will pass through the cavity 56, passage 55,- cavity 57, port 58 and passage 59 to the,

brake cylinder 60 until the pressure in the auxiliary reservoir is equal to the reduced train line pressure of sixty-five pounds, when the triple valve piston will move back sufliciently to cause the graduating valve 16 to lap the cavity 56 of the slide valve and cut off further flow of air from the auxiliary reservoir to the brake cylinder. By this means, a volume of air has been admitted to the brake cylinder in the usual manner sufficient to create a braking pressure of approximately twelve and one-half pounds therein.

This movement of the slide valve, to service position, causes the cavity 64 to establish communication between the ports 50 and 51 with the result that the train line pressure of sixty-five pounds will pass through the passage 52, port 51, cavity 64, port 50 and passage 49 into the pressure chamber 42 of my excess brake cylinder pressure control valve. This pressure of sixty-five pounds in the chamber 42 will, however, be balanced or substantially balanced by the combined pressure of twelve andone-half poundsinv the brake cylinder and the pressure ",offifty t wo to fifty-three pounds resulting fromthe spring 41 and thevalve 37 will, therefore, remain closed and no. air will enter the brake cylinder from the train line. It will of course be clearthat' a portion ofthe air entering the passage 49 from the train line willpass through the passage 67 into, the pressure chamber 69 of the auxiliary reservoir venting valve and will there be balanced by the auxiliary reservoir pressure in the upper chamber 7001 such valve. Q j

Upon recharging of, the train line to efi'ect a, release ofthejbrakes, it will be clear that as soon as the train line pressure is. increased to any appreciableextent, say a few ounces, the excesspressure thus trappedfin the pressure chamber 69 of the auxiliary reservoir venting valvewill cause an opening off't'he valve 7 3 and consequent venting of a portion of the a1r from the auxiliary lGSGI'VQlI.

through the passage 66, chamber 70 and at mospheric vent port 68 which, in turn, will result in a rapid movement of the piston and slidesvalve of the triple valveto releasepo sition and consequentventing. ofth ejbrake cylinder, premure chambers of the excess brake cylinder pressurecontrol mechanism and pressure chamber 69fofthe auxiliary reservoir venting valve, to the atmosphere. It will therefore be, clear that Withstandard train line pressure andthe above described adjustment of the spring'el, there will be no increase in brake cylinderepressure, due to my improved mechanism, for which reason the engineer of the train may operate the train with the cut-off. cocks of such mechanisms open withfnormal train line pressure, in the usual mannen pp New, on the other hand, I will assume that the engineer wishes to obtain an excess pressure in the brake cylinder upon the same five pound reduction in train line pressure To accomplish this, he will raise the train line pressure to. any given extent, depending upon the amount of excess pressure which he desires, sayfor instance, to ninety pounds. Under these circumstances, upon the making of aI five pound reduction in train line pressure and a consequent movement of the triple valve, to service position, air will enter thepressure chamber-42 of the excess brake cylinder pressurecontrol valve at the re duced train line pressure of eighty-five pounds and the lower face of the diaphragm 34 being at this time subjected only to a pressure of substantially sixty-five pounds, it will beclearthat, the valve 37 will be forced open, Train lineair will then, flow from the pressure chamber 42 through the cut-oiflcock 20 and passagefLS to the brake cylinder until the back pressure of fluid inthe brake cylinder through; the passage 47 nto the aha-.m er 46 eeew e h ider' 60 has been raised to thirty-two or thirtythree; pounds, that is, untilfan excessbrake 70 cylinder pressure oftwenty poundshas been attained. It will of course be understood that after making the five pound reduction, or whatever reduction, is desired, the brake valve will be turned to runningserviceposition in'order that army -supply 'airto the train line to maintain thereduced train line pressure irrespective of what air may be drawn from the train line and supplied to the brake cylinders. p i I 1, 1 In other, words, ifthe traiulinepressure is above normal, ,the'excess brake cylinder pressure 1 controlling mechanism; orf val ve Wi l op ra h in iee'eh f' l ie eppositionof the triple valve tofs lpl l y train line ,air.. to ,.the brake cylinder 60 .until its pressure exceeds the normal brake cylinder pressure, torthefs'ame reduction, to the ex tent fo f'the difference betweenthe reduced trai1 1 ,linepressure and the sum of the nor mal brake cylinder, pressure'jfor, the reductionmade the pressure of'thespring 41; [From this,.itwill be seen that the less the trainQline reduction made the greater ,the excess pressure obtained in the brake cyl inder willbeas theheavier thereduction in the train line, the greater, the normal brake cylinder pressure acting, in the a pressure chamber 46 will be,andthe, -less the train line pressure'actingthe, chamberAQfwill 100 be. It is, therefore, customarytoapply the brakes by train linereductions as, low as two, three and four'pounds when myjim} proved excess brake cylinderpressure con-, trol mechanis m i in operation and to vary the excess pressure which will obtained by.,varying theextent to which;the train line pressure is'raise'd above normal'dun ing .release of the brakes. It is, therefore,

possible: for the engineer toIobtairi. any def phere in the manner previously described; ,125

VViththe long trains, itis often impossible to. obtain release of the; brakes, particularly at the rear of the train,:u nles ..heaVy train line reduction first beenmad pd will s s t 159 hev Q1931 tha undersuch... s re plying of excess pressure to the brake cylinders by my device.

- It will o f'course be clear that by shutting the cut-off cocks 20 throughout the length of the train, my excess brake cylinder pressure control mechanisms may be cut out and the system operated in the usual manner,

either at normal train'linepressure or'at higher train line pressures. The chief func tion of this cut out cock, howe\'*er, is to permit the mechanisms of certain of the cars of the. train being cut out, while the mechanisms ot the remaining cars of the train are in operation. The advantages of this are obvious will be apparent from a considcration of the operation of brakes upon'a mixed train made up of loaded and unloaded cars. Clearly, an excessivebrake cylinder pressure in the cylinders of loaded cars of such a train is advantageous, while it is equally clear that such excessive pressure in the brake cylinders of the empty cars would be detrimental..- lVith my mechanism, together withftlie cut out cock, it is possible to obtain excessive.bi akefcylindei' pressure upon the loaded cars and normal brake cylinder pressure upontlie unloaded cars;

As previously stated, my improved excess brake cylinder pressure control mechanism may also be utilized to obtain a serial venting of the train line upon service application of the brakes, if desired. This is ac- (iQlilPllSliGCl by setting the springs ll of the mechanisms in such a manner that operating under'norinal train line pressure a reduction in train line pressure to apply the brakes, such as is commonly made, as for instance, five pounds, will still leave a train line high enough to overcome the combined pressure of the springsv and normal brake cylinder pressui'esin the chambers d6 and so cause feeding of a sinallquantity of train line air through my improved mechanisms to the'brake cylinders. Of course, it will be clear" that whenever my mechanisms are cut inand the train is operated with abnoi inally'high train line pressures, serial vent in wil 1 lrlaving thus described the invention, what is claimed as new is:

1. In fluid pressure brake systems, the combination with a brake cylinder, a train line,an auxiliary reservoir anda triple valve adapted, in service position, to supply fluid from the auxiliary reservoir to the brake cylinder, of additional means operable durcylinder, of means operable during service application and also in service lap position for supplying fluid from the train line to the brake cylinder to create a 'pressure'in excess of that which should normally be created by fluid supplied from theauxiliary reservoir. i

3. In fiuid. pressure brake systems, the combination with a'brake cylinder, a train line, an auxiliary reservoir and a triple valve adapted,in service position, to supply fluid from the auxiliary reservoir to "the brake cylinder, of means operable during service application and also in service lap position for supplying fluid frointhe train line to the brake cylinder in excess of that supplied from the a'ux'iliary reservoir, the amount of excess pressure thus supplied being dependent upon train line pressure. I

Fl. In fluid pressure brake systems, the combination with a brake cylinder, a train line, an auxiliary reservoir and'a triple valve adapted, in service position, to supply fluid from the auxiliary reservoir to the brake cylinder, of means for supplying fluid from the train line to the brakecylinder in excess of that supplied from the auxiliary reser v oir, the amount of excess pressure thus supplied being dependent upon train. line pressure, and means independent of train line pressure for additionally controlling the amount or excess pressure supplied.

5. In fiuidpressure brake systems, the combination with a brake cylinder, a train line, an auxiliary reservoir and a triple valve adapted, in service position, to supply fluid from the auxiliary reservoir t'o the brake cylinder, of means forsupplying fluid from the train line to the brake'cylinder in excess ofthat supplied from the auxiliary reservoir, and means for controlling the amount of excess pressure supplied to the brake cylinde 6. In fluid pressure brake systems, the combination with a brake cylinder, a train line, an auxiliary reservoir and a triple valve adapted, in service position, tojsup'ply fluid from the auxiliary reservoir tofthe brake cylinder, ofmeans for supplying excess pressure to the brake cylinder when the train line pressure is above normal, said means being inoperative when the trainline presea. slide valve seat, slide valve and graduating sure is at or below normal. 7 a n 7. In fluid pressure brake systems, the

f combination with a brake cylinder, train llne, an auxiliary reservoir and a trlple valve .adapted, 1n service .positlon, to supply fluid from the auxiliary reservoir tothe brake Qcylindenof means for supplyingfluidit'rom cylinder, of means for supplying excess pressure tothebrake cylinder when the train 10 line. pressure is above normal, said means being inoperative When the train linepressure. is at or below normal, and means for adjusting the amount: of pressure so supplied. p a i f f 8. In fluid pressure brake; systems, the

combination With a brake cylinder aitrain line, an auxiliary reservoir and a triple valve 7 adapted, in service position, to supply. fluid from the auxiliary reservoir tofthe brake 20 cylinder, of, means operable When the train l1ne pressure is above normal for supplymg excess pressure to the brake cyl1nder, sa1d means causing serial venting of the train line. I a '9. In fluid pressure brake systems, the

combination with a brake cylinder, a train f l1ne,,an auxlllary reservoir and atriple valve adapted m service pos1t1on,t0, supply fluid from the auxiliary reservoir to .thebrake cylinder, ofmeans operable Whenthe train a line pressure is above normal for supplying excess pressure to thebrake cylinder, said means causing serial venting of the train 7 line, and meansfc apable' .of being operated 35 brake cylinder, irrespective of train; line pressure. p f. V 3' 10. In afluid pressure brake system, the com bination vvith'a-brake cylinder, a trainline,

to prevent supply of excess pressure to the an auxiliary. reservoir and a triple valve adapted, inservice position, to supply fluid fromthe auxlliary reservolri tothe brake cylinder, of means for supplying fluid from the train line to the brake cylinder to create a pressure in excess of that \vhichshould I brake cylinder, the other pressure chamber being subjected to brake cylinder pressure normallylbe createdv by the service: application made, and means operable .upon a gradual increase' in train line pres'sure for venting the auxiliaryreservoir to cause the triple valve to move ,to releaseposition.

ll. In afluid pressure brake system, thecombination with a brake cylinder, a train line, anauxiliary reservoir and a triple valve adapted, in service position, to supply fluid from theauxiliary reservoir to thebrake the train line to the brake cylinder,, and

means operable upon any increase, gradual or rapid, in train linepressure for venting the. auxiliary reservoir to cause ;the triple valve to move. to release position, said means oneratingat any train; line pressurefslightly above the auxiliary reservoir pressure afluid pressure brake systemetheicoinbination with a brake cylinder, tram llne and auxiliary reservoir, of a triple valve having valve. adapted, in service position of the triple valve,.to supply auxiliary reservoir pressure to the brake cylinder and in' re-' lease position'to vent .the brake cylinder to the atmosphere, said slide valve seat having a port communicating with the train line and. anaddit'ional port communicating with a passage, Whiletheslidevalve has a cavity adapted, in service position, to establish ioommunication betweenfsuchQports, a valve casing, fluid pressure controlled means dividing the. valve casing, the passage leading from the second mentioned port of the sllde casing, the valve controlling flow of pres, sure from. the first end of the casing to such communicating means, andadditional means in-the other end of the casing oifering resistance tov the opening of the valve. 13. In afluid pressurebrake system, tl1e comblnation with a brakecylinder, a tram line and an auxiliary reservoir, of a valve casing,

a diaphragm dividing. the valve easing into pressure chambers, communicating means between both pressure chambers f and the brake cylinder, a valve carried by the diaphragm and normally closing commun cation between one ofthe pressure chambers andthe brake cylinder, a s pringtending to 1 normally holdthe valve in closed-position,

and a triple valve adapterhin service posi tion, to establish communication between the trainline'and that pressure chamber c0mmunicating with the brake cylinder through the; valve. A i

14:." Ina fluid pressure brake system, the

combinationwith a brake cylin der, trainline v and triple valve, of a valve cas ng formed With balancing pressure zchambers a .valve controlled by the pressure chambers and'eontrollingv flow of fluid from-one ofthemjto. the

and the pressure. of. an adjustable spring, and means operable upon movement of the 1,5. In alfluid' pressure brahe system, the combination vw th a brakecylinder,v tram line and triple valve, Of '21 valve casing formed With balancing pressure chambers,'a valve controlled by the pressure chambers andcontrolling flow-of fluid from one ofthem to v the brake cylinder, the other pressure chamber being subjected to brake cylinder-pres-v sure and the pressure of: an adjw'stable spring, means, operablenupon rnovement of the triple valve to service positiongfor subjecting the, firstfchamber to train line pres ,sure, and meansfoperable uponiuovement of;

the triple valve to'release position for vent- 13 ing both of the chambers and the brake cylinder to the atmosphere.

16. In a fiuid pressure brake system, the combination with a brake cylinder, train line and triple valve, of a valve casing formed with balancing pressure chambers, a valve controlled by the pressure chambers and controlling How of fiuid from one of them to the brake cylinder, the other pressure chamher being sub ected to brake cylinder pressure and the pressure of an adjustable spring, means operable upon movement oi? the triple valve to service position Mr subjecting theiirst chamber to train line pressure, and means operable upon any slight increase in train line pressure when the triple valve is in service position for venting both of the chambers and the brake cylinder to the atmosphere.

17. In a fluid pressure brake system, the V COIHblIlEi-tlOl'iW'itli a brake cylinder, auxiliary reservoir, train line and triple valve adapted,

in service position, to supply fluid from" the auxiliary reservoir to the brake cylinder and in release position to vent the brake cylindei' to the atmosphere, of additional means operableduring service application and also in service lap position for supplying train a auxiliary reservoir pressure suppliedthereto, andmanually operated means for cutting out said additional means,

19. In a fluid pressure brake system, the

combination With a brake cylinder, auxiliary reservoir, train line and triple valve Czi adapted, in service position, to supply fluid from the auxiliary reservoir to the brake cylinder and in release position to vent the brake cylinder to the atmosphere, of additional means for supplying train line pres sure to the brake cylinder in excess of the auxiliary reservoir pressure supplied thereto, and means for adjusting the amount of train line pressure so supplied.

20. In a fluid pressure brake system, the combination with a brake cylinder, auxiliary reservoir, train line and triple valve adapted, in service position, to supply fluid from the auxiliary reservoir to the brake cylinder and in release'position to vent the brake cylinder to the atmosphere, of additional means for supplying train line pressure to the brake cylinder in excess of the auxiliary reservoir pressure supplied thereto, means for adjustingthe amount o'ftrain line pressure so supplied, and manually operable means for cutting out the means for supplying train line pressure to the brake cylinder.

21. In a fluid pressure brake'systein, the

combination With a brake cylinder, auxiliary reservoir, train line and triple valve controlling supply of auxiliary reservoir pressure to the brake cylinder and venting of the brake cylinder, of means operable at high train line pressures for supplying pressure' to the brake cylinder in addition to that supplied from the auxiliary reserroiix 22. Ina fluid pressure brake system, the

combiii'ationivith albrake cylinder, auxiliary reservoir, train line and triple valve controlling supply of auxil ary reservoir pressure to the brake cylinder; and venting of the brake cylinder, ofnieans operable at high train line pressures'for supplying excess pressure to the brake cylinder in addition to that supplied from the auxiliary reservoir, said means ncluding a controlling valve in communication With the brake cylinder and. ports and passages ii the triple valve adapted in a certain position of the triple valve'to establish communication between the controlling valve' and train line.

23. In a fluid pressure bra'ke systen the combination With a brake cylinder, auxiliary reservoir, train line and triple valve controlling supply of auxiliary reservoir "pressure tothe brake cylinder and venting of the brake cylinder, of means operable at high train line pressures forsupplying excess pressure to thebrake cylindenlfsaid means including a controlling valve n com munication with the brake cylinder, and ports andpassages in the triple valve adapted ina certain position ofthe triple valve to establishcommunicationbetween the controlling valve and train line, SfllClCOIltrOlling valve supplying excess fluid pressure to the brake cylinder substantiallyequal to the train line pressure after any given reduction less the sum of the normal brake cylinder pressure for such reduction and a certain predetermined pressure.

24. In 'a fiuid pressure brake system, the

combination with a brake cylinder, auxiliary I'GSQIVOIIQVUQHI line and triple valve controlling supply of auxiliary reservoir pressure to the brake cylinder and venting of the brake cylinder, of means operable at high train line pressures for supplying excess pressure to the brake cylinder, said means including a controlling valveincoin- 'munication With the brake cylinder, and ports and passages in the triple valve adapted'in a certain position of'the'triple valve to establish communication between the controlling valve and train line, said controlling valve supplying excess fluid pressure to lOO the brake cylinder substantially equal to the train line pressure after any given reduction less the sum of the normal brake cylinder pressure for such reduction and a certain predetermined pressure, and means for selectively adjusting said predetermined pressure to vary the amount of excess pressure supplied to the brake cylinder, irrespective of the train line pressure.

25. In fluid pressure brake systems, an excess brake cylinder pressure control valve including a valve casing, a diaphragm extending across the valve casing to form opposed pressure chambers, means adapted to establish communication between each chamber and a brake cylinder, a valve carried by the diaphragm controlling communication between one chamber and the brake cylinder, means adapted to establish communication between such chamber and the train line, and means in the other chamber tending to prevent opening of the valve.

26. In fluid pressure brake systems, an excess brake cylinder pressure control valve including a valve casing, a diaphragm extending across the valve casing to form opposed pressure chambers, means adapted to establish communication between each chamber and a brake cylinder, a valve car ried by the diaphragm controlling communication between one chamber and the brake cylinder, means adapted to establish communication between such chamber and the train line, and means in the other chamber tending to prevent opening of the valve, said latter means including a spring engaging the diaphragm, and means for adjusting the tension of the spring.

27 In fluid pressure brake systems, an excess brake cylinder pressure control valve including a valve casing, a diaphragm extending across the valve casing to form opposed pressure chambers, means adapted to establish communication between each chamber and a brake cylinder, a valve carried by the diaphragm controlling communication between one chamber and the brake cylinder, means adapted to establish communication between such chamber and the train line, and means in the other chamber tending to prevent opening of the valve, said latter means including a spring engaging the diaphragm, means for adjusting the tension of the spring, and a manually operable cut-ofi' valve simultaneously controlling communication between both chambers and the brake cylinder.

28. In a fluid pressure brake system, the combination with a brake cylinder, auxiliary reservoir, train line and triple valve, of means operable in service and service lap positions of the triple valve for establishpressure is above normal for supplying addi-.

tional air to the'cylinder upon a service application of the brakes.

30. In a fluid pressure brake system,'the

' combination with abrake cylinder, auxiliary reservoir, train line and triple valve, of

means operable only when the train line pressure is above normal for supplying additional air to the cylinder upon a service application of the brakes, said means supplying air in proportion to the abnormal train line pressure. 1

31. In fluid pressure brake systems, the combination with a brake cylinder, a train line, an auxiliary reservoir and a triple valve adapted, in service position, to supply fluid from the auxiliary reservoir to the brake cylinder, of means operable in service lap position for supplying fluid to the brake cylinder in addition to that supplied from the auxiliary reservoir to create a pressure in excess of that which should normally be created by fluid supplied from the auxiliary reservoir.

32. In fluid pressure brake systems, the combination with a brake cylinder, a train line, an auxiliary reservoir and a triple valve adapted, in service position, to supply fluid from the auxiliary reservoir to the brake cylinder, of means operable in both service and service lap positions for supplying fluid from the train line to the brake cylinder in addition to that supplied from the auxiliary reservoir to create a pressure in the brake cylinder in excess of that which should normally be created by the fluid supplied from the auxiliary reservoir.

33. In fluid pressure brake systems, the combination with a brake cylinder, a train line, an auxiliary reservoir and a triple valve adapted, in service position, to supply fluid from the auxiliary reservoir to the brake cylinder, of means operable in both service and service lap positions for supplying fluid from the train line to the brake cylinder in addition to that supplied from the auxiliary reservoir to create a pressure in the brake cylinder in excess of that which should normally be created by the fluid supplied from the auxiliary reservoir, the amount of excess pressure thus supplied be ing dependent upon train line pressure.

In testimony whereof I affix my signature.

WILLIS C. WEBSTER. [11. s.]

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D'. G. 

